84-702: (Redirected from Deltics ) [REDACTED] Look up deltic in Wiktionary, the free dictionary. Deltic or Deltics may refer to: Napier Deltic , a diesel engine British Rail DP1 ("Deltic") a prototype locomotive built by English Electric fitted with the Deltic Engine British Rail Class 55 , production locomotives powered by Deltic engines British Rail Class 23 , "Baby Deltic" production locomotives powered by Deltic engines Deltic Preservation Society Deltic acid ,
168-491: A Deltic , or English Electric Type 5 , is a class of diesel locomotive built in 1961 and 1962 by English Electric for British Railways . Twenty-two locomotives were built, designed for the high-speed express passenger services on the East Coast Main Line (ECML) between Edinburgh and London King's Cross . They gained the name "Deltic" from the prototype locomotive, DP1 Deltic (the running number DP1
252-404: A 15-minute rating; the continuous rating being 1,875 hp (1,398 kW) at 1700 rpm, based on a 10,000-hour overhaul or replacement life. By January 1952 six engines were available, enough for full development and endurance trials. A captured German E-Boat , S212 was selected as it was powered by Mercedes-Benz diesels with approximately the same power as the 18- cylinder Deltics. When two of
336-513: A chemical whose molecular backbone resembles the Greek letter delta (Δ) Deltaic or deltic Deltics (album) , a music album by Chris Rea See also [ edit ] [REDACTED] Search for "deltic" on Misplaced Pages. All pages with titles beginning with Deltic All pages with titles containing Deltic Delta (disambiguation) Deltate (disambiguation) Deltoid (disambiguation) Topics referred to by
420-511: A couple of years later, with the introduction of BR's TOPS computer system, they were renumbered 55 001 to 55 022. In the late 1970s, the Deltics began to take on secondary roles, gradually being supplanted by the next generation of express passenger services, namely the "InterCity 125" High Speed Train (HST) which were introduced on the ECML from 1978. At this time, British Rail had
504-592: A decade for service improvements by electrification when the expanding road network was taking away passengers, and opted instead for high speed-diesel traction as an interim solution. The management of the Eastern Region were however unimpressed by the performance of the best conventional diesels of the time, the English Electric Type 4 , which for a weight of 133 tons, produced 2,000 horsepower (1,500 kW), which meant that their performance
588-543: A diamond-form, four-crankshaft, 24-cylinder Junkers Jumo 223 . Herbert Penwarden, a senior draughtsman with the Admiralty Engineering Laboratory, suggested that one crankshaft needed to revolve anticlockwise to achieve the correct piston-phasing, so Napier designers produced the necessary gearing so one of them rotated in the opposite direction to the other two. Being an opposed-piston design with no inlet or exhaust valves, and no ability to vary
672-555: A fixed price; this was British Rail 's first such contract. Additional Deltic engines were produced to enable engines to be exchanged regularly for overhaul while keeping the locomotives in service. English Electric trained the British Rail staff at the Doncaster Works in the techniques of maintaining the engines, and after the contract ended, they took over this responsibility. The production locomotives were built at
756-542: A full overhaul at Barrow Hill, with the aim of main line operation, whilst 55 002 The King's Own Yorkshire Light Infantry is currently painted in BR blue, main line certificated, and operates from the National Railway Museum . 55 019 remains in full working order along with D9009, whilst D9016 is currently able to operate on one engine only. On 23 September 2006, 55 022 (D9000) Royal Scots Grey returned to
840-554: A general policy of not maintaining small non-standard fleets of locomotives, and when the HST fleet took over East Coast mainline services, it was obvious the class had a limited future. Various alternative uses for the fleet were examined, but this came to nothing: A significant weakness of the Deltics were their high running costs, due to the complexity of their engine design which required expensive specialist maintenance, which mitigated against their redeployment elsewhere. In their last years,
924-717: A hydraulic pump integrated to power bow-thrusters for slow-speed manœuvring, until a refurbishment programme by BAE Systems , that ran from 2010 to 2018, replaced the Deltic with Caterpillar C32 engines in the eight remaining commissioned Royal Navy vessels. Deltic engines were used in two types of British rail locomotive: the 1961–62 built class 55 and the 1959 built class 23. These locomotive types were known as Deltics and Baby Deltics , respectively. The Class 55 used two D18-25 series II type V Deltic engines: mechanically blown 18-cylinder engines each rated at 1,650 hp (1,230 kW) continuous at 1500 rpm. The Class 23 used
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#17327725791561008-427: A maximum of 104 miles per hour (167 km/h); he went on to say that such speeds in 1963 were "terrific". The ultimate Deltic performance came on 2 February 1978 with a run on the 07:25 from Newcastle to King's Cross. In some respects, the run was set up (the driver was about to retire) but the speeds were record-breaking. The locomotive was 55 008 The Green Howards ; it was hauling 10 coaches (343 tons gross), and on
1092-465: A narrower strip of a lighter, lime green along the bottom. This helped to disguise the bulk of the locomotive body. The cab window surrounds were picked out in cream-white. Although delivered without it, they all soon sported the bright yellow warning panel at each end common to all British diesel and electric locomotives, to make them more conspicuous. By 1966 the InterCity branding was introduced, and
1176-542: A number of other smaller attack craft. Being largely of aluminium construction, their low magnetic signature allowed their use in mine countermeasures vessels and the Deltic was selected to power the Ton-class minesweepers . The Deltic engine is still in service in some Hunt class . These versions are de-rated to reduce engine stress. Deltic Diesels served in MTBs and PT boats built for other navies. Particularly notable
1260-536: A policy of unit replacement rather than repair in situ. Deltic engines were easily removed after breakdown, generally being sent back to the manufacturer for repair, although after initial contracts expired both the Royal Navy and British Railways set up their own workshops for overhauls. The "E.185" or "Compound Deltic" turbo-compound variant was planned and a single prototype was built in 1956 and tested in 1957. This capitalised on Napier's experience with both
1344-450: A press release that it had acquired D9016 Gordon Highlander from Harry Needle Railroad Company (HNRC): "The company is working with HNRC to return the locomotive to operational condition, although at the time of writing (June 2009) the locomotive is still stored at Barrow Hill awaiting attention. While the locomotive is not planned for an immediate return to service, DRS is confident that the locomotive will be returned to mainline service in
1428-676: A purple and grey livery based upon the house colours of Porterbrook , who helped finance the restoration), as did the Deltic Preservation Society 's D9009 Alycidon and 55 019 Royal Highland Fusilier . Between 1997 and 2003 all four main-line certified locomotives saw frequent charter and spot hire use, including on the Venice Simplon Orient Express . A highlight of this period was 22 May 1999, when D9000 Royal Scots Grey , D9009 Alycidon and 55 019 Royal Highland Fusilier were all in operation on
1512-407: A realistic Deltic-hauled schedule from King's Cross to Edinburgh would be around 4 hours 57 minutes (a theoretical unchecked run being around 4 hours 40 minutes). This would be for a train of 11 coaches and include a stop at Newcastle, the latter city being reached in a scheduled 3 hours 6 minutes. The Deltics had arrived from the manufacturer painted in two-tone green, the dark BR green on top, with
1596-424: A reasonable starting point for the larger design that it required. The result was a triangle, the cylinder banks forming the sides, with crankshafts at each corner connected by phasing gears to a single output shaft—effectively three separate V-12 engines. The Deltic could be produced with varying numbers of cylinders; 9 and 18 were the most common, having either three or six cylinders per bank, respectively. In 1946,
1680-516: A reduction in the number of units could be undertaken without a corresponding reduction in working availability. The full order was worth £3,410,000 (equivalent to £100,630,000 in 2023), working out at £155,000 (equivalent to £4,570,000 in 2023), per locomotive. Due to the complexity of the engine design, which needed specialist maintenance, the locomotives were purchased under a five year service contract , with English Electric agreeing to maintain them, including their engines and generators, for
1764-429: A single less powerful nine-cylinder turbocharged T9-29 Deltic of 1,100 hp (820 kW). Six out of the original 22 Class 55 locomotives survive. Class leader D9000 Royal Scots Grey was returned to main line serviceable status in 1996. Following a power unit failure this locomotive was fitted, for a time, with an ex Royal Norwegian Navy T18-37K type, after various modifications were cleverly designed to make
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#17327725791561848-804: A small non-standard fleet with high running costs, no viable alternative use could be found for the Deltics, and all were withdrawn from service between January 1980 and December 1981. Six of the locomotives were saved for preservation. In 1955, the English Electric company produced a prototype diesel locomotive at the Dick, Kerr & Co works in Preston , officially named the DP1 but commonly known as Deltic , this prototype experimentally used two Napier Deltic engines which had been developed for marine applications. These unconventional engines were configured in
1932-441: A three-bank triangle, with a crankshaft at each corner of the triangle. The term Deltic (meaning "in the form of the Greek letter (capital) delta ") is used to refer to both the Deltic E.130 opposed-piston, high-speed diesel engine and the locomotives produced by English Electric using these engines, including its demonstrator locomotive named DELTIC and the production version for British Railways , which designated these as
2016-442: A triangle with an opposed piston design. They ran at high speed (1,500 RPM ) more than twice that of conventionally configured engines, which made them very powerful relative to their size and weight , compared to the conventional diesel engines of the era. The locomotive used two of these engines, both rated at 1,650 horsepower (1,230 kW), which gave the locomotive a combined power output of 3,300 horsepower (2,500 kW) for
2100-488: A weight of 106 tons. The other notable features of the locomotive were its large size by British standards and striking styling, which was inspired by the bulldog nosed American diesels of the era. At the same time, the management of the British Railways Eastern Region were looking for a replacement for their pre-war fleet of Class A4 steam locomotives for use on top-link expresses on
2184-629: A year from March 1960, but this deadline was not met, and they were delayed by a year, with the first Deltic entering revenue service in the summer of 1961, with a full service being introduced the following year. The locomotives were assigned to three locomotive depots: Finsbury Park in London, Gateshead near Newcastle , and Haymarket in Edinburgh . Very soon, all were named ; the Gateshead and Edinburgh Haymarket locomotives after regiments of
2268-434: Is coming to the end of bodywork repairs) and operated on the mainline alongside Hosking's sizable locomotive fleet. By June 2018, 55 022 was under repair while D9016 had been placed in store and was transferred, cosmetically restored, to Locomotive Storage Limited's facility at Margate. A 72 long tons (73.2 t) Bo-Bo locomotive, using a single 18-cylinder Deltic engine, was proposed as an alternative to what became
2352-399: Is different from Wikidata All article disambiguation pages All disambiguation pages Napier Deltic The Napier Deltic engine is a British opposed-piston valveless , supercharged uniflow scavenged , two-stroke diesel engine used in marine and locomotive applications, designed and produced by D. Napier & Son . Unusually, the cylinders were disposed in
2436-436: Is in/out/in/out/in/out going around the triangular ring (i.e. the inlet and outlet manifold arrangements have C 3 rotational symmetry ). Earlier attempts at designing such an engine met with the difficulty of arranging the pistons to move in the correct manner, for all three cylinders in one delta, and this was the problem that caused Junkers Motorenbau to leave behind work on the delta-form while continuing to prototype
2520-684: The British Army from the North-East of England and from Scotland, respectively, while Finsbury Park followed the London and North Eastern Railway (LNER) tradition of naming locomotives after winning racehorses . At the same time, English Electric built a further ten locomotives which were later classified as the Class 23 , which had single Napier Deltic engines; these gained the nickname "Baby Deltics" as they were in effect scaled down versions of
2604-583: The British Rail Class 37 Type 3 locomotive introduced from 1960. A Co-Co "Super Deltic" was proposed but not built. There were three potential designs between 4,000 and 4,600 hp (2,983 and 3,430 kW) weighing between 114 and 119 long tons (116 and 121 t) with a maximum axle load of 19 long tons (19.3 t). The locomotives would have looked very similar to the eventual Class 50s, though slightly longer. All three designs would have had two 18-cylinder turbocharged engines, based on
Deltic - Misplaced Pages Continue
2688-553: The Class 55 . A single, half-sized, turbocharged Deltic power unit also featured in the English Electric-built Type 2 locomotive, designated as the Class 23 . Both locomotive and engine became better known as the "Baby Deltic". The Deltic story began in 1943 when the British Admiralty set up a committee to develop a high-power, lightweight diesel engine for motor torpedo boats . Hitherto in
2772-484: The Lynemouth aluminium smelter . This hire was scheduled to last from April to July. From May 2013 to November 2015, 55 022 was chartered by GBRF to transfer First ScotRail EMU's for refurbishment. These included the entire fleet of Class 334s , which were moved between Yoker and Kilmarnock . The route taken, partially to prevent false fire alarms in underground tunnels caused by the Deltic engine's emissions, takes
2856-586: The Royal Navy , such boats had been driven by petrol engines , but their highly flammable fuel made them vulnerable to fire, unlike diesel-powered E-boats . A patent for an engine, similar in complexity, but with four lines of pistons, not just three, was filed in 1930 by Wifredo Ricart , linked to Alfa Romeo , and to the Spanish INI truck maker Pegaso , Pat ES0118013. Until this time, diesel engines had poor power-to-weight ratios and low speed. Before
2940-495: The Vulcan Foundry at Newton-le-Willows ; they were mechanically little changed from the prototype, but differed in appearance with a toned down styling, sporting a more sober colour scheme, and lacking the prototype's large headlight. The production Deltics were also 7 tons lighter than the prototype, weighing in at 99 tons, despite being nearly 2 feet (0.61 m) longer. They were originally planned to be delivered within
3024-502: The " Nomad " and its increasing involvement with gas turbines . It used the Deltic as the gas generator inside a gas turbine, with both a twelve-stage axial compressor and a three-stage gas turbine. Unlike the Nomad, this turbine was not mechanically coupled to the crankshaft, but merely drove the compressor. It was hoped that it would produce 6,000 horsepower, with fuel economy and power-to-weight ratio "second to none". Predictions by
3108-483: The 'Deltic Deliverance' charter from Edinburgh to King's Cross. This tour however ended prematurely at Berwick-upon-Tweed after a fire broke out in the loco's engine room. D9000 went on to haul many charter trains and service trains for both Anglia Railways and Virgin CrossCountry until 2003. Subsequently, DNLL's other Deltic, D9016 Gordon Highlander returned to main-line working (it was temporarily painted in
3192-428: The 9-cylinder turbocharged engine used in the British Rail Class 23 "Baby Deltic" and the locomotive would have been designated Class 51 . The Class 55's engines were not turbocharged, although they did have centrifugal scavenging blowers. The first OO gauge model was produced by Hornby Dublo in 2 versions. D9012 "Crepello" was the 2 rail version and D9001 "St Paddy" was the 3 rail version. The second OO gauge model
3276-572: The Admiralty placed a contract with the English Electric Company, parent of Napier, to develop this engine. One feature of the engine was the way that crankshaft-phasing was arranged to allow for exhaust port lead and inlet port lag. These engines are called " uniflow " designs, because the flow of gas into and out of the cylinder is one way, assisted by blowers to improve cylinder exhaust scavenging . The inlet/outlet port order
3360-669: The Deltic Preservation Society. Recently acquired from former owners alongside 55 022 for use on mainline railtours. Shares its name with LNER Class D40 No. 49 "Gordon Highlander". Undergone a cosmetic makeover and selected parts removed for use on 55 022. Now on display at LSL's future museum in Margate awaiting an overhaul, with ex-marine engines and new traction motors. Owned by the Deltic Preservation Society. Owned by The South Wales Loco Cab Preservation Group Two cabs were saved after withdrawal: Despite
3444-494: The Deltic-hauled Flying Scotsman , timetabled to reach Edinburgh in 5 ½ hours, with one stop at Newcastle , achieving an average speed of 71 mph (114 km/h) over the entire 393-mile (632 km) journey. On one of O. S. Nock 's first Deltic runs (the down Heart of Midlothian loaded to 13 coaches, 530 tons gross) he stated "once the tail of the train was over the 60 mph restriction
Deltic - Misplaced Pages Continue
3528-481: The Deltics began to be painted in corporate Rail Blue with yellow ends, the change generally coinciding with a works repair and the fitting of air brake equipment, the locomotives originally having only vacuum braking (the first so treated was D9002; the last to be painted blue was D9014). In the early 1970s they were fitted with Electric Train Heating (ETH) equipment to power Mark 2 air-conditioned coaches, while
3612-547: The Deltics had a relatively short commercial service life of 20 years. From 1978 they were displaced by the next generation of high speed diesels, the "InterCity 125" High Speed Trains (HSTs) and the Deltics were subsequently relegated mostly to secondary services on the Kings Cross to York, Edinburgh and Hull routes, although they continued to operate some top-link trains until 1981, such as the Hull Executive . As
3696-446: The Deltics mostly operated the semi-fast services between London and York. They were also used on various popular excursions to areas of the country often far outside of their usual operating area, such as Exeter , Bournemouth and Oban . During 1980 and 1981, the fleet was gradually run down; no new spare parts were ordered for the declining fleet, and the locomotives were gradually withdrawn, and then cannibalised for spares to keep
3780-408: The Deltics' ability to rapidly accelerate and maintain high speed with a heavy train over long distances. This matched the timing of the pre-war A4 -hauled Coronation service, but was achieved without priority over other traffic unlike the earlier LNER train, it was also now the timing of normal standard fare expresses throughout the day, and not just a once-a-day premium fare express. From 1966
3864-504: The Deltics. These locomotives however, were far less successful in service than their larger cousins, and were all withdrawn by 1971. The introduction of the Deltics was a step change in locomotive performance on the East Coast Main Line. Once the entire fleet was delivered into service in 1962, the timetable was accelerated, with the journey time from London to Edinburgh cut by one hour, from seven hours to six; enabled by
3948-524: The ECML to the National Railway Museum light engine; it was to be some years before a Deltic was officially allowed to run again on the mainline. The next opportunity to see a Deltic back on the mainline and running under its own power was in April 1985 when D9000 was sent (at the request of ScotRail management) light engine from Haymarket depot to Perth for an open day. Following newspaper comments by ScotRail's manager Chris Green around that time there
4032-577: The ECML was upgraded to allow 125 mph running, in order to accommodate the InterCity 125s , and although the Deltics were still officially limited to 100 mph, in practice they frequently exceeded this in service. The fastest regular scheduled Deltic service was the Hull Executive between London and Hull , which was inaugurated in May 1978. The down (northbound) working of this service achieved an average speed of 91.4 mph (147.1 km/h) from King's Cross to its first stop at Retford , making it
4116-492: The East Coast Main Line on the same day – D9000 running the "George Mortimer Pullman" British Pullman between London Victoria and Bradford Forster Square and the DPS Deltics working two charter trains between King's Cross and York. On the return run from Bradford, D9000 was held in platform 1 at Doncaster , whilst 55 019 passed on the up through line. D9000 then followed 55 019 as far as Belle Isle, where it diverged for
4200-425: The East Coast Main Line. There was a contemporary (1957) proposal to electrify the ECML, however this had a proposed completion date of 1970. Gerry Fiennes , the traffic manager of the ECML, believed that his expresses should be able to achieve an end-to-end average speed of 70–75 miles per hour (113–121 km/h) in order to remain competitive with other forms of transport, he felt that they could not wait more than
4284-485: The National Railway Museum sponsored the repaint of 55 002 into original green livery for its last eighteen months in traffic, although it carried its TOPS number rather than D9002. As insurance, in case 55 002 should meet with a mishap during its last months, the withdrawn 55 005 The Prince of Wales's Own Regiment of Yorkshire was set aside from breaking up at Doncaster Works until Deltic operation on
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#17327725791564368-418: The ban on privately owned diesel locomotives operating on BR tracks, railway enthusiasts did not have to wait that long after the final withdrawal of the class to see a Deltic back on the mainline. Following participation in the hastily arranged 'Farewell to the Deltics' open day at British Rail Engineering Limited 's Doncaster Works on 27 February 1982, 55 002 left Doncaster under its own power and ran back up
4452-514: The centre. This obviates the need for a heavy cylinder head , as the opposing piston filled this role. On the downside, the layout required separate crankshafts on each end of the engine that must be coupled through gearing or shafts. The primary advantages of the design were uniflow breathing and a rather "flat" engine. The Admiralty required a much more powerful engine, and knew about Junkers' designs for multicrankshaft engines of straight-six and diamond forms. The Admiralty felt that these would be
4536-531: The engine con-rod breaks out of the engine crankcase. This left Royal Scots Grey still able to operate but on one engine only. By January 2007, the faulty power unit was removed from 55 022, put into storage and replaced by an ex-marine Napier Deltic engine modified for rail use; work was completed by Royal Scots Grey' s restoration team in August 2007. After extensive testing at the East Lancs Railway
4620-475: The engine was cylinder-ported and required no poppet valves , each bank had a camshaft , driven at crankshaft speed. This was used solely to drive the fuel-injection pumps, each cylinder having its own injector and pump, driven by its own cam lobe. Development began in 1947 and the first Deltic model was the D18-11B, produced in 1950. It was designed to produce 2,500 hp (1,900 kW ) at 2000 rpm for
4704-487: The engineers closely connected with it were that connecting rod failure would be the limit on this power, failing at around 5,300 bhp. On test it actually produced 5,600 bhp before throwing a connecting rod through the crankcase just as predicted. Naval interest had waned by 1958 in favour of the pure gas turbine, despite its heavier fuel consumption, and no further development was carried out. British Rail Class 55 The British Rail Class 55 , also known as
4788-654: The even, buzzing exhaust note of the Deltic, with a charge ignition every 20° of crankshaft revolution, and a lack of torsional vibration , ideal for use in mine-hunting vessels. The 9-cylinder design, having three banks of cylinders, has its crankshafts rotating in the opposite direction. The exhaust lead of 20° is added to the 60° between banks, giving firing events for adjacent cylinders in the same bank 80° apart. Interlacing firing events over all three banks of cylinders still leads to an even buzzing exhaust note, and charge ignition occurring every 40° of crankshaft revolution with consequent reduction of torsional vibration. Although
4872-613: The fastest regular locomotive-hauled train in Britain at the time. Maintaining this schedule required sustained periods of running above 100 mph. The published logs of some of these runs show that Deltics cruised at up to 110 miles per hour (180 km/h). The Hull Executive was one of the last top-link workings by a Deltic, until 1981, when this service was taken over by HST's. The Railway Performance Society estimate that on modern infrastructure (the Selby Diversion etc.)
4956-580: The future. DRS intends to retain the locomotive's name". On 29 December 2009, it was announced that D9016 had been purchased by Beaver Sports (Yorks) Limited. It has subsequently operated (on one engine) on the East Lancashire Railway and the Great Central Railway , pending work to restore it to full working order. In April 2011, 55 022 was hired in by GB Railfreight for bauxite freight working between North Blyth and
5040-460: The infrastructure on the ECML was progressively upgraded to allow higher speeds in order to take better advantage of the Deltics' capabilities; this included upgrading the track, and other improvements such as the easing of sharp curves and improving the alignments through various stations. By 1973, these upgrades had allowed another half-hour to be cut from the London–Edinburgh journey time, with
5124-452: The late 1990s. With the changes taking place on Britain's railways in the 1990s, the outlook changed for preserved diesel locomotives. In British Rail days no privately owned diesel locomotives were allowed to operate on its tracks. With privatisation came open-access railways —the track and infrastructure were owned and operated by Railtrack , who for a fee would allow approved locomotives and trains to operate on their track. Suddenly,
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#17327725791565208-474: The leg from York to London it achieved a timing of 137 min 15 sec. This included various signal stops and other enforced speed reductions; the net time is estimated at 115 min 45 sec, an average of 97 miles per hour (156 km/h) start to stop. The train achieved 113 miles per hour (182 km/h) on the flat between Darlington and York, 114 miles per hour (183 km/h) at Offord and 125 miles per hour (201 km/h) whilst descending Stoke Bank . From 1978,
5292-641: The locomotive hauled its first tour since the previous engine malfunction on RTC's 'Autumn Highlander' with 50 049 and 40 145 in October 2007. 55 022 successfully hauled a number of charter tour services during 2008 but the replacement marine-sourced engine gave rise for concern following the discovery of oil in the coolant and at the end of August the locomotive was removed from future large railtour duties. The locomotive continued working mainline duty by visiting other preserved railway and moving other non-mainline registered locomotives. In mid January 2007, an agreement
5376-515: The main line after a lengthy and extensive restoration at Barrow Hill, carried out on behalf of the owners by the DPS. It successfully hauled the SRPS 'Moray Mint' railtour from Edinburgh to Inverness , via Perth on the outward trip and back via Aberdeen . On its second working two weeks later, severe damage occurred to the number 2 end engine. The engine suffered from a leg out of bed , a term which means
5460-453: The main line had concluded. The final service train run was the 16:30 Aberdeen -York service on 31 December 1981, hauled from Edinburgh by 55 019 Royal Highland Fusilier , arriving in York at just before midnight. The last train was an enthusiast special, the "Deltic Scotsman Farewell", on 2 January 1982, hauled from King's Cross to Edinburgh by 55 015 Tulyar and 55 022 Royal Scots Grey on
5544-465: The mainline at the Rocket 150 event in 1980. Two cabs are also preserved. Current loco numbers are indicated in bold. Recently acquired from former owners alongside 55 016 for use on mainline railtours. Owned by the Deltic Preservation Society. Cab has since been extended by 5 ft with a working diagram of a Napier Deltic engine's pistons. Owned by the Deltic Preservation Society. Owned by
5628-400: The new unit compatible. The New York City Fire Department used a Napier Deltic engine to power their one-of-a-kind "Super Pumper System". This was a very-high-volume trailer-mounted fire pump with a separate tender. While the Deltic engine was successful in marine and rail use and very powerful for its size and weight, it was a highly strung unit, requiring careful maintenance. This led to
5712-496: The others running. Withdrawn locomotives were taken to Doncaster for stripping and eventual scrapping. For a time the Deltic scrap line was a major draw for railway enthusiasts. In November 1981, the Doncaster Works dismantled its Deltic engine overhaul facility. The National Railway Museum selected 55 002 The King's Own Yorkshire Light Infantry for preservation as part of the National Collection. The Friends of
5796-569: The owners of preserved locomotives were on an equal footing with everyone else. In fact, the characteristics of the Deltic locomotives, powerful and capable of cruising at 100 mph (160 km/h), enabled them to fit more easily onto the modern rail network than other, slower, preserved diesels. In 1996 the Deltic 9000 Fund was incorporated as Deltic 9000 Locomotives Ltd (DNLL) with the objective of returning its locomotives to main-line service and on 30 November 1996 D9000 Royal Scots Grey hauled
5880-532: The port positions, the Deltic design arranged each crankshaft to connect two adjacent pistons operating in different cylinders in the same plane, using "fork and blade" connecting rods, the latter an "inlet" piston used to open and close the inlet port, and the former an "exhaust" piston in the adjacent cylinder to open and close the exhaust port. This would have led the firing in each bank of cylinders to be 60° apart, but arranging that each cylinder's exhaust piston would lead its inlet piston by 20° of crankshaft rotation
5964-488: The return. 55 009 Alycidon shadowed the train in both directions between Peterborough and Newcastle, in case of a failure of the train locomotive. Following the farewell, the surviving Deltics were moved to Doncaster Works, where they were displayed en masse in February 1982, before disposal commenced. Six locomotives survive; all have run in preservation and all have operated on the mainline, although 55 015 only ran on
6048-405: The run around London to Victoria. In 2003, DNLL went into liquidation with the result that D9000 and D9016 were sold to private individuals. From July 2003 to March 2005 no Deltics hauled a train on the main line. After a brief return to the main line in 2005 the DPS withdrew their last Deltic (55 019) at the end of 2005, having run three tours during the year. D9015 Tulyar is currently undergoing
6132-409: The same term [REDACTED] This disambiguation page lists articles associated with the title Deltic . If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Deltic&oldid=1192048699 " Category : Disambiguation pages Hidden categories: Short description
6216-521: The three Mercedes-Benz engines were replaced, the compactness of the Napier engines was graphically illustrated—they were half the size of the original engines and approximately one fifth the weight. Proving successful, Deltic Diesel engines became a common power plant in small and fast naval craft. The Royal Navy used them first in the Dark-class fast attack craft. Subsequently they were used in
6300-410: The throttle was opened to the full, and the surge forward could be felt in the cab. Never previously had I felt a positive thrust in my back when in the second man's seat!" Nock went on to estimate that at 80 mph the locomotive was producing about 2,750 drawbar horsepower. As early as 1963, Deltics were recorded exceeding 100 mph, Nock recording 100 mph for 16 miles south of Thirsk with
6384-642: The train as far as Craigendoran on the north bank of the Clyde before turning round toward Kilmarnock. On 29 November 2017 it was announced via the official Royal Scots Grey website that 55 022 and D9016, plus all spares, had been sold by Martin Walker to Locomotive Services Limited , with both making the trip to LSL's Crewe Diesel TMD base in December 2017. It is intended that both locomotives will ultimately be repaired (55 022 currently has engine problems and D9016
6468-576: The war, Napier had been working on an aviation diesel design known as the Culverin after licensing versions of the Junkers Jumo 204 . The Culverin was an opposed-piston, two-stroke design. Instead of each cylinder having a single piston and being closed at one end with a cylinder head , the Jumo-based design used an elongated cylinder containing two pistons moving in opposite directions towards
6552-566: The weekend runs of 27 and 28 September 2008 might be its last prior to component recovery and eventual scrapping. Despite previous indications to the contrary, HNRC put the locomotive up for sale during the last week of September 2008 and although the Gordon Highlander Preservation Group submitted a substantial bid it was not accepted and the immediate future (and owner) of the locomotive was shrouded in some mystery. Subsequently, in October 2008, DRS announced in
6636-421: Was adopted. This allowed the exhaust port to be opened well before the inlet port, and allowed the inlet port to be closed after the exhaust port, which led to both good scavenging of exhaust gas and good volumetric efficiency for the fresh air charge. This required the firing events for adjacent cylinders to be 40° apart. For the 18-cylinder design, firing events could be interlaced over all six banks. This led to
6720-505: Was hope that D9000 might see regular work on ScotRail's lines. Chris Green's move to the management team at the newly created Network SouthEast in 1986 put paid to that. However, that did not end his involvement with D9000. He arranged for Network South East depots to provide accommodation for both D9000 and D9016 and when he moved on to head up Virgin Rail Group D9000 was used on summer Saturday Virgin CrossCountry services in
6804-827: Was never carried), which in turn was named after its Napier Deltic power units. At the time of their introduction into service in 1961, the Class 55s were the most powerful single-unit diesel locomotives in the world, with a power output of 3,300 hp (2,500 kW). They had an official maximum speed of 100 miles per hour (160 km/h), and introduced the first regular 100 mph diesel passenger service to Britain, they were however capable of higher speeds than this, and often exceeded their official maximum in service, especially in their later years, with speeds of up to 117 miles per hour (188 km/h), being recorded on level gradients, and up to 125 miles per hour (201 km/h) whilst descending Stoke Bank . Despite their successes,
6888-608: Was no better than the steam locomotives they were supposed to replace. However, as the Deltic prototype had the necessary power and speed to achieve Gerry Fiennes's desired performance improvements, he persuaded British Railways to purchase a fleet of locomotives based on it. In March 1958, an order was placed with English Electric for a production fleet of 22 locomotives (reduced from the originally-planned 23 ), replacing more than twice that number (55) of steam locomotives including 35 Nigel Gresley Pacifics ; as steam locomotives require substantial time to clean, fuel, and fire, such
6972-508: Was reached between heritage railway Peak Rail and the owner of D9016 Gordon Highlander which entailed the move of the locomotive from Barrow Hill to the preserved line for a period of three years. It had been thought that D9016 would receive certain maintenance and restoration while on the railway. However, the sale of the locomotive to the Harry Needle Railroad Company and subsequent announcements indicated that
7056-747: Was the Norwegian Tjeld or Nasty class , which was also sold to Germany, Greece, and the United States Navy . Nasty -class boats served in the Vietnam War , largely for covert operations. Smaller nine-cylinder Deltic 9 engines were used as marine engines, notably by minesweepers. The Ton-class vessels were powered by a pair of Deltic 18s and used an additional Deltic 9 for power generation for their magnetic influence sweep. The Hunt class used three Deltic 9s, two for propulsion and again one for power generation, but this time with
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